CN115817199B - Traction guiding cooperative control method and system for virtual rail train - Google Patents
Traction guiding cooperative control method and system for virtual rail train Download PDFInfo
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Abstract
The invention relates to a traction guiding cooperative control method and a traction guiding cooperative control system for a virtual rail train, wherein the method comprises the following steps: s1, establishing a virtual rail train dynamics model; s2, acquiring the relative position of the virtual rail train and the target track based on the target track; s3, calculating the tracking guide control target of each section of vehicle; s4, calculating generalized forces acting on the mass centers of all the sections of vehicles required by train traction guidance according to the train running speed information, the target tracking speed and the tracking guidance control target; and S5, calculating the steering angle and torque input of the wheels according to the number of the wheels of each section of the vehicle so as to meet the generalized force which is required by traction and guidance and is applied to the mass center of each section of the vehicle, and transmitting the control targets of the steering angle and the steering torque to the corresponding hub motor controller and the steering controller to complete traction and guidance cooperative control. Compared with the prior art, the method has the advantages of high tracking guide precision and low hinging force between vehicles.
Description
Technical Field
The invention relates to the technical field of virtual rail trains, in particular to a traction guiding cooperative control method and system for a virtual rail train.
Background
With the increasing population of cities, the pressure of urban mass transit loads is increasing. Conventional public transportation is mainly divided into two parts of rail transportation and bus systems. The rail transit has the advantages of strong transportation capacity and high punctual rate, but has high construction cost, long construction period and large occupied area, and is unfavorable for quick deployment and adoption in medium and small cities. The bus system has lower cost and flexible operation, but the capacity short plate can not bear the function of the public transportation of the main power. Therefore, there is a need to develop a public transportation system that can combine the advantages of rail transportation and bus systems.
The virtual rail train is a public transportation system using rubber wheel bearing and rail traffic management modes, and has the capacity of track traffic and the construction period and operation flexibility of bus systems. The new generation of virtual rail train has the characteristics of full-axis guiding, full-wheel driving, multi-section grouping and medium-high speed running, and can effectively relieve urban public traffic pressure. Unlike the steel wheel rail guide of traditional rail transit train, the virtual rail consists of ground scribing, pre-buried magnetic nails or other beacons and induction devices, and the rail and the train have no strong constraint relation. The train carries out environment sensing through the vehicle-mounted camera and the sensor, so that virtual track and train state information are obtained through calculation, and traction guiding control is carried out by the train controller, so that the train runs along the virtual track with certain tracking guiding precision, and a target speed curve is tracked. Therefore, the traction guiding control of the virtual rail train is a key problem of ensuring safe and stable running of the train and reducing the swept area during running.
Currently, there has been some research on guidance control for virtual rail trains. The method based on the expanded ackerman steering geometry disclosed in chinese patent application CN105292249A, CN110244731A, CN112793677a, for example, is specifically: firstly, calculating the steering angle of a first shaft according to the deviation between a train and a target track; calculating the speed instant centers of all the guide control points according to the geometric size information of the train; finally, the steering angles of the subsequent axles are controlled to make the speed instantaneous centers of all control points of the train identical, so that the same running track is obtained. The above method is a tracking guidance method commonly used under a low-speed condition for a centralized traction virtual rail train, but for a virtual rail train which is guided by an all-axle, driven by an all-wheel, and runs at a medium and high speed, the above method has the following disadvantages:
first, neglecting the influence of the cornering force of the wheels on the dynamic performance of the train, the wheels are considered to advance strictly according to the steering direction of the wheels, and the running of the train and the steering of the wheels only have a kinematic relationship, so that the tracking guiding precision of the train is not high when the train runs at medium and high speeds.
Secondly, the running track of each axle center is the same as the target of tracking guide control, and the motion consistency of the hinging points of adjacent vehicles is not considered, so that larger hinging force can be caused, and the accuracy of tracking guide of the train, the running safety and the service life of parts are all adversely affected.
Thirdly, the method considers that the train guiding is only related to the wheel rotation angle, the train traction is only influenced by the wheel driving moment, the coupling effect of the wheel hub motor driving moment and the wheel side deflection force is not considered under the condition that the traction and the guiding exist simultaneously, the wheel driving moment can generate the longitudinal force and the side force under the vehicle coordinate system simultaneously under the condition that the wheel rotation angle exists, and the generated side force can influence the tracking guiding precision.
In summary, the existing tracking guide control method is not suitable for a new generation of virtual rail trains running at medium and high speeds with all-axle guidance and all-wheel driving.
Disclosure of Invention
The invention aims to overcome the defects of the prior art that the tracking guiding error and the workshop hinging disc are overlarge in stress when the virtual rail train runs at a medium speed and a high speed, and provides a traction guiding cooperative control method and system for the virtual rail train.
The aim of the invention can be achieved by the following technical scheme:
according to a first aspect of the present invention, there is provided a traction guidance cooperative control method for a virtual rail train, the method comprising the steps of:
s1, establishing a virtual rail train dynamics model, wherein the virtual rail train dynamics model comprises calculation relations between each vehicle dynamics model, wheel steering angle torque input and generated generalized forces acting on the mass centers of each section of vehicle;
s2, aiming at a running target track, acquiring the relative position of the virtual rail train and the target track;
step S3, calculating the tracking guide control target of each section of the train according to the relative position of the train and the target track and the vehicle size parameter;
s4, calculating generalized forces acting on the mass centers of all the sections of vehicles required by train traction guidance according to the train running speed information, the target tracking speed and the tracking guidance control target;
and S5, calculating the steering angle and the wheel torque of each wheel according to the number of the wheels of each section of vehicle so as to meet the generalized force which is required by traction guidance and acts on the mass center of each section of vehicle, and transmitting the wheel torque and the steering angle control target to a corresponding wheel hub motor controller and a steering controller to complete traction guidance cooperative control.
Preferably, the step S2 specifically includes: the target track adopts a beacon identification mode of ground marking, and environment sensing is carried out through the vehicle-mounted camera and the sensor, so that a target track curve is generated, and the relative positions of the mass centers of all vehicles in the virtual rail train and the target track are calculated.
Preferably, the step S2 specifically includes: the target track adopts a beacon identification mode of paving magnetic nails, and environment sensing is carried out through a vehicle-mounted camera and a sensor, so that a target track curve is generated, and the relative positions of the mass centers of all vehicles in the virtual rail train and the target track are calculated.
Preferably, the virtual rail train in the step S1 is grouped in N sections, each wheel is driven by an in-wheel motor and can be steered, and the corresponding train dynamics model comprises the following two parts:
first, each vehicle dynamics model with the lateral force and yaw moment couple acting at the vehicle centroid as control inputs is expressed as:
Y i ＝C i X i (2)
wherein i is the number of the vehicle, F Gi For the lateral force and yaw moment vector acting at the centre of mass of the ith joint, F hi For the plant articulation force acting on the ith car, X i Is the state vector of the ith node of the vehicle,is the derivative of the state vector, Y i To output vector A i As a system matrix, B i For input matrix, C i For outputting matrix, K i Acting a matrix for hinging force;
second, control input U of wheel ij With the resulting generalized force F acting at the centre of mass of the ith vehicle COGi The calculation relation among the two is expressed as follows:
wherein M is i For the number of wheels of the ith section of vehicle, U ij The control input for the jth wheel of the ith section of vehicle is expressed as:
U ij ＝[δ ij Q ij ] T (4)
in delta ij Represents the steering angle input, Q, of the jth wheel of the ith joint vehicle ij Representing the drive torque input.
Preferably, said step S3 comprises the following sub-steps:
s3-1, taking the mass center of the head-tail vehicle and the center points of all hinge plates in the middle as tracking guide control points, taking N+1 control points of N sections of grouped trains, and taking the point closest to the mass center of the head-tail vehicle on a target track as a target position Tp1 of a first control point;
step S3-2, determining the positions of the tracking guide control points on the target track according to the distances between the tracking guide control points in sequence, wherein the positions are used as target positions Tpi, i=2, 3, and n+1 of the subsequent control points;
s3-3, determining a tracking guiding target Y of the ith section of car according to the connecting line of each target position i d Including the location of the target at the centroid of the ith vehicleTarget direction angle +.>Expressed as:
preferably, said step S4 comprises the following sub-steps:
step S4-1, guiding the target Y according to the speed information of the ith section of the vehicle and tracking in the formula (5) i d Based on the vehicle dynamics models in the formulas (1) and (2), the lateral force and yaw moment acting at the vehicle centroid required for the ith section of the vehicle tracking guide are calculated, expressed as:
F Gi ＝[F yi M zi ] T (6)
wherein F is yi Lateral force required for the ith section of vehicle tracking guide acting at the vehicle centroid, M zi Is yaw moment couple;
s4-2, according to the target longitudinal speed to be tracked of the mass center point of the first-node vehicleCalculating the target longitudinal speed +.>The expression is:
in the formula, v i For the lateral speed of the ith section of vehicle, gamma i For yaw rate, l hi Lambda is the longitudinal distance of the articulation center point from the vehicle centroid i Is the ith hinge rotation angle;
s4-3, according to the vehicle speed information of the ith section of vehicle, the target longitudinal speed to be trackedCalculating a desired longitudinal traction force F acting at the vehicle centroid based on a control algorithm xi ；
Step (a)S4-4 longitudinal force F required for traction xi Together with the lateral force and yaw moment in equation (6) form the generalized force F required for the traction guidance of the ith joint vehicle to act at the vehicle centroid Desiredi The expression is:
F Desiredi ＝[F xi F yi M zi ] T ,i＝1,2,...,N (8)
preferably, said step S5 comprises the following sub-steps:
step S5-1, based on (3), wheel control input U ij The generalized force acting on the mass center of the ith section of the vehicle is F COGi Which is in general with the force F at the centroid required for traction guidance of the ith section vehicle Desiredi The error of (2) is expressed as:
in the coefficient matrix Q F Taking positive definite matrix, thereby obtaining generalized force error J at mass center of ith section of vehicle i For controlling input U in relation to wheel ij Standard quadratic form of (a);
s5-2, rapidly obtaining J through quadratic programming i Obtaining the control input U of each wheel when the value is minimum ij As a control input to the train to meet the generalized force demand at the vehicle center of mass required for traction guidance;
and S5-3, transmitting the wheel control input to a corresponding hub motor controller and a steering controller to complete traction guiding control.
According to a second aspect of the present invention there is provided a traction guidance co-control system for a multi-consist virtual rail train, the system comprising:
the data acquisition module is used for acquiring the data of the train and the target track data;
the control signal calculation module is used for calculating control signals required by the generalized force which is required by traction and guidance and acts on the mass center of each section of vehicle according to the data acquired by the data acquisition module by adopting the method;
the train controller comprises a hub motor controller and a steering controller and is used for carrying out traction guiding cooperative control according to control signals.
According to a third aspect of the present invention there is provided an electronic device comprising a memory and a processor, the memory having stored thereon a computer program, the processor implementing the method of any one of the above when executing the program.
According to a fourth aspect of the present invention, there is provided a computer readable storage medium having stored thereon a computer program which when executed by a processor implements the method of any one of the above.
Compared with the prior art, the invention has the following advantages:
1) The control method of the invention is based on a train dynamics model, considers the influence of train dynamics characteristics and wheel side bias force on train tracking guiding, and ensures that the train can achieve very high tracking guiding precision during medium-high speed running;
2) When the tracking guide targets of each section of vehicle are distributed, all the hinging center points are used as control points, so that the motion track consistency of the hinging points of adjacent vehicles is ensured, and the hinging stress of a low workshop is obtained;
3) When traction guiding control is carried out on each section of vehicle, the lateral force and yaw moment which are required by tracking guiding and are applied to the center of mass of the vehicle are calculated respectively, and then the lateral force and the yaw moment which are required by the tracking guiding and the longitudinal force which are required by the calculated traction and are applied to the center of mass of the vehicle are used together to form the generalized force which is required by the traction guiding and is applied to the center of mass of each section of vehicle, so that the control method is relatively universal control quantity, and then the calculation of the steering angle and the driving moment of the wheels is carried out according to the number of the wheels of each section of vehicle, so that the control method can be rapidly expanded and reconstructed when the number of the vehicles or the number of the wheel pairs is changed;
4) The method of the invention realizes decoupling of traction and guiding functions when calculating the required generalized force acting on the vehicle mass center, and avoids the negative influence of the coupling action of the wheel driving moment and the steering angle on the guiding precision.
Drawings
Fig. 1 is a flowchart of a traction guidance cooperative control method based on an all-wheel drive multi-section marshalling virtual rail train provided by an embodiment of the invention;
FIG. 2 is a schematic view of calculation of a tracking guide target for each vehicle in an embodiment of the present invention;
FIG. 3 is a flow chart of the substeps of step S3 in the embodiment of the invention;
FIG. 4 is a flow chart of the substeps of step S4 in the embodiment of the invention;
FIG. 5 is a flow chart of the substeps of step S5 in the embodiment of the invention;
FIG. 6 is a schematic diagram of test lines used in simulation verification calculation in accordance with an embodiment of the present invention;
FIG. 7 is a graph of longitudinal velocity of train tracking in an embodiment of the present invention;
FIG. 8 is a graph showing the maximum lateral tracking guide error as the train tracks the longitudinal velocity profile and passes through the test line in an embodiment of the present invention;
FIG. 9 is a graph showing the maximum directional angle error change curve of a train tracking longitudinal speed curve and passing through a test line in accordance with an embodiment of the present invention;
FIG. 10 is a graph showing the maximum plant hinge force variation for a train tracking longitudinal speed profile and passing a test line in accordance with an embodiment of the present invention;
FIG. 11 shows the maximum lateral tracking error for a train traveling at a constant speed through a curve of radius 50m at different speeds in an embodiment of the invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
Examples
In order to illustrate the traction guiding cooperative control method based on the all-wheel driving multi-section grouping virtual rail train, the embodiment is realized by taking a certain type of four-module six-axis virtual rail train as a basis for modeling and controlling, the total length of the train is 35m and the weight is 30t, the head and tail of the train are provided with two wheel pairs, the middle two sections of the train are respectively provided with one wheel pair, all the wheel pairs can be turned, and each wheel is driven by adopting a hub motor. In the embodiment, simulation verification of the control effect is performed through Simplack multi-body dynamics simulation software and MATLAB/Simulink mathematical software.
Fig. 1 is a flowchart of a traction guidance cooperative control method based on an all-wheel driving multi-section grouping virtual rail train, which is provided by an embodiment of the invention, and the control method comprises the following steps:
s1, establishing a virtual rail train dynamics model, wherein the virtual rail train dynamics model comprises calculation relations between each vehicle dynamics model, wheel steering angle torque input and generalized forces at the generated vehicle mass center;
s2, aiming at a running target track, acquiring the relative position of the virtual rail train and the target track;
step S3, calculating the tracking guide control target of each section of the train according to the relative position of the train and the target track and the vehicle size parameter;
s4, calculating the generalized force which is required by the traction and guidance of the train and acts on the mass center of each section of the train according to the train running speed information, the target tracking speed and the tracking guidance control target;
and S5, calculating the steering angle and torque input of each wheel according to the number of the wheels of each section of vehicle so as to meet the generalized force which is required by traction guidance and acts on the mass center of each section of vehicle, and transmitting the wheel torque and steering angle control targets to corresponding hub motor controllers and steering controllers to complete traction guidance cooperative control.
Next, the method of the present embodiment will be described in detail.
In this embodiment, the virtual rail train has 4 sections of groups, the head train and the tail train have 4 wheels respectively, the middle two trains have 2 wheels respectively, and the train dynamics model in step S1 includes two parts:
first, each vehicle dynamics model with lateral force and yaw moment couple acting at the vehicle centroid as control inputs is expressed as:
Y i ＝C i X i (2)
wherein i is the number of the vehicle, F Gi For the lateral force and yaw moment vector acting at the centre of mass of the ith joint, F hi For the plant articulation force acting on the ith car, X i Is the state vector of the ith node of the vehicle,is the derivative of the state vector, Y i To output vector A i As a system matrix, B i For input matrix, C i For outputting matrix, K i Acting a matrix for hinging force;
second, control input U of wheel ij With the resulting generalized force F acting at the centre of mass of the ith vehicle COGi The calculation relation among the two is expressed as follows:
wherein M is i For the number of wheels of the ith section of vehicle, U ij The control input for the jth wheel of the ith section of vehicle is expressed as:
U ij ＝[δ ij Q ij ] T (4)
wherein delta ij Represents the steering angle input, Q, of the jth wheel of the ith joint vehicle ij Representing the drive torque input.
And S2, marking a target track by adopting beacons such as ground scribing, magnetic nails paving and the like, performing environment sensing through a vehicle-mounted camera and a sensor, generating a target track curve, and calculating the relative positions of the mass centers of all vehicles in the virtual rail train and the target track.
And S3, calculating the tracking guide control target of each section of the train according to the relative position of the train and the target track and the vehicle size parameter. Fig. 2 is a schematic diagram of calculation of tracking targets of each section, and fig. 3 is a specific flowchart of step S3, including the following sub-steps:
s3-1, taking the mass center of the head-tail vehicle and the center points of all the hinging discs in the middle as tracking guide control points, taking 5 control points of 4-section grouped trains, and taking the point closest to the mass center of the head-tail vehicle on a target track as a target position Tp1 of a first control point;
step S3-2, sequentially determining the positions of the tracking guide control points on the target track according to the distances among the tracking guide control points, wherein the positions are used as target positions Tpi of the subsequent control points, i=2, 3,4 and 5;
s3-3, determining a tracking guiding target Y of the ith section of vehicle according to the connecting line of each target position i d Including the location of the target at the centroid of the ith vehicleTarget direction angle +.>Expressed as:
and S4, calculating the generalized force which is required by the traction and guidance of the train and acts on the mass center of each section of the train according to the train running speed information, the target tracking speed and the tracking guidance control target. Fig. 4 is a specific flowchart of step S4, comprising the following sub-steps:
step S4-1, guiding the target Y according to the speed information of the ith section of the vehicle and tracking in the formula (5) i d Based on the vehicle dynamics models in the formulas (1) and (2), the lateral force and yaw moment acting at the vehicle centroid required for the ith section of the vehicle tracking guide are calculated, expressed as:
F Gi ＝[F yi M zi ] T (6)
wherein F is yi Lateral force required for the ith section of vehicle tracking guide acting at the vehicle centroid, M zi Is yaw moment couple;
s4-2, according to the target longitudinal speed to be tracked of the mass center point of the first-node vehicleCalculating the target longitudinal speed +.>Expressed as:
wherein v is i For the lateral speed of the ith section of vehicle, gamma i For yaw rate, l hi Lambda is the longitudinal distance of the articulation center point from the vehicle centroid i Is the ith hinge rotation angle;
s4-3, according to the vehicle speed information of the ith section of vehicle, the target longitudinal speed to be trackedCalculating a desired longitudinal traction force F acting at the vehicle centroid based on a control algorithm xi Expressed as:
wherein K is 1 And K is equal to 2 Is constant, T s To control the period Deltau i Longitudinal speed error of the ith section of vehicle;
step S4-4, longitudinal force F required for traction xi Together with the lateral force and yaw moment in equation (6) form the generalized force F required for the traction guidance of the ith joint vehicle to act at the vehicle centroid Desiredi Expressed as:
F Desiredi ＝[F xi F yi M zi ] T ,i＝1,2,3,4 (9)
and S5, calculating the steering angle and the torque input of each wheel according to the number of the wheels of each section of vehicle so as to meet the generalized force which is required by traction guidance and acts on the mass center of each section of vehicle. Fig. 5 is a specific flowchart of step S5, comprising the following sub-steps:
step S5-1, based on (3), wheel control input U ij The generalized force acting on the mass center of the ith section of the vehicle is F COGi Which is in general with the force F at the centroid required for traction guidance of the ith section vehicle Desiredi The error of (2) is expressed as:
coefficient matrix Q F Taking positive definite matrix, thereby obtaining generalized force error J at mass center of ith section of vehicle i For controlling input U in relation to wheel ij Standard quadratic form of (a);
s5-2, rapidly obtaining J through quadratic programming i Obtaining the control input U of each wheel when the value is minimum ij As a control input to the train to meet the generalized force demand at the vehicle center of mass required for traction guidance;
and S5-3, transmitting the wheel control input to a corresponding hub motor controller and a steering controller to complete traction guiding control.
Next, a system embodiment of the present invention is presented, a traction guidance cooperative control system for a multi-consist virtual rail train, the system comprising:
the data acquisition module is used for acquiring the data of the train and the target track data;
the control signal calculation module is used for calculating control signals required by the generalized force which is required by traction and guidance and acts on the mass center of each section of vehicle according to the data acquired by the data acquisition module by adopting the method;
the train controller comprises a hub motor controller and a steering controller and is used for carrying out traction guiding cooperative control according to control signals.
Fig. 6 is a test line used for simulation verification calculation in the embodiment of the present invention, fig. 7 is a longitudinal speed curve of train tracking in the embodiment of the present invention, fig. 8 is a maximum transverse tracking guiding error change curve of train tracking in the embodiment of the present invention when the train tracks the longitudinal speed curve and passes through the test line, fig. 9 is a maximum direction angle error change curve of train tracking in the embodiment of the present invention when the train tracks the longitudinal speed curve and passes through the test line, fig. 10 is a maximum workshop hinging stress change curve of train tracking in the embodiment of the present invention when the train tracks the longitudinal speed curve and passes through the test line, and fig. 11 is a maximum transverse tracking guiding error of train passing through a curve with a radius of 50m at a constant speed at different running speeds in the embodiment of the present invention.
Action and Effect
According to the virtual rail train traction guiding cooperative control method provided by the invention, the influence of train dynamics characteristics and wheel side bias force on train tracking guiding is considered because the control method is based on a train dynamics model, so that the train can reach very high tracking guiding precision during medium-high speed running. Meanwhile, when the tracking guide targets of each section of vehicle are distributed, all the hinging center points are used as control points, so that the motion track consistency of hinging points of adjacent vehicles is ensured, and the hinging stress of a low workshop is obtained. In addition, when the traction and guiding control of each section of vehicle is carried out, the lateral force and the yaw moment which are required by the tracking and guiding are calculated respectively, the required generalized force which is required by the traction and is applied to the center of mass of each section of vehicle is formed together with the calculated longitudinal force which is required by the traction and is applied to the center of mass of each section of vehicle, the control quantity is relatively universal, and the calculation of the steering angle and the driving moment of the wheels is carried out according to the number of the wheels of each section of vehicle and whether the driving capability exists or not, so that the control method can be rapidly expanded and reconstructed when the number of the vehicles or the number of the wheel pairs is changed, and the decoupling of the traction and guiding functions is realized when the required generalized force which is applied to the center of mass of the vehicle is calculated, and the negative influence of the coupling effect of the driving moment of the wheels and the steering angle on the guiding precision is avoided.
The electronic device of the present invention includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a Read Only Memory (ROM) or computer program instructions loaded from a storage unit into a Random Access Memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The CPU, ROM and RAM are connected to each other by a bus. An input/output (I/O) interface is also connected to the bus.
A plurality of components in a device are connected to an I/O interface, comprising: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; a storage unit such as a magnetic disk, an optical disk, or the like; and communication units such as network cards, modems, wireless communication transceivers, and the like. The communication unit allows the device to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.
The processing unit performs the respective methods and processes described above, for example, the methods S1 to S5. For example, in some embodiments, methods S1-S5 may be implemented as a computer software program tangibly embodied on a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device via the ROM and/or the communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods S1 to S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to perform methods S1-S5 in any other suitable manner (e.g., by means of firmware).
The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), an Application Specific Standard Product (ASSP), a system on a chip (SOC), a load programmable logic device (CPLD), etc.
Program code for carrying out methods of the present invention may be written in any combination of one or more programming languages. These program code may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus such that the program code, when executed by the processor or controller, causes the functions/operations specified in the flowchart and/or block diagram to be implemented. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. The machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (7)
1. A traction guidance cooperative control method for a virtual rail train, the method comprising the steps of:
step S1, establishing a virtual rail train dynamics model, wherein the virtual rail train dynamics model comprises calculation relations between each vehicle dynamics model, wheel steering angle torque input and generated generalized forces acting on the mass centers of each section of vehicle, and the calculation relations concretely comprise:
the virtual rail train is grouped into N sections, each wheel is driven by an in-wheel motor and can turn, and the corresponding train dynamics model comprises the following two parts:
first, each vehicle dynamics model with the lateral force and yaw moment couple acting at the vehicle centroid as control inputs is expressed as:
Y i ＝C i X i (2)
wherein i is the number of the vehicle, F Gi For the lateral force and yaw moment vector acting at the centre of mass of the ith joint, F hi For the plant articulation force acting on the ith car, X i Is the state vector of the ith node of the vehicle,is the derivative of the state vector, Y i To output vector A i As a system matrix, B i For input matrix, C i For outputting matrix, K i Acting a matrix for hinging force;
second, control input U of wheel ij With the resulting generalized force F acting at the centre of mass of the ith vehicle COGi The calculation relation among the two is expressed as follows:
F COGi ＝G i (U i1 ,U i2 ,...,U ij ,...,U iMi ),i＝1,2,...,N (3)
wherein M is i For the number of wheels of the ith section of vehicle, U ij The control input for the jth wheel of the ith section of vehicle is expressed as:
U ij ＝[δ ij Q ij ] T (4)
in delta ij Represents the steering angle input, Q, of the jth wheel of the ith joint vehicle ij Representation driveInputting a power moment;
s2, aiming at a running target track, acquiring the relative position of the virtual rail train and the target track;
step S3, calculating each section of tracking guide control target according to the relative position of the train and the target track and the vehicle size parameter, wherein the specific steps are as follows:
s3-1, taking the mass center of the head-tail vehicle and the center points of all hinge plates in the middle as tracking guide control points, taking N+1 control points of N sections of grouped trains, and taking the point closest to the mass center of the head-tail vehicle on a target track as a target position Tp1 of a first control point;
step S3-2, determining the positions of the tracking guide control points on the target track according to the distances between the tracking guide control points in sequence, wherein the positions are used as target positions Tpi, i=2, 3, and n+1 of the subsequent control points;
s3-3, determining a tracking guiding target Y of the ith section of car according to the connecting line of each target position i d Including the location of the target at the centroid of the ith vehicleTarget direction angle +.>Expressed as:
s4, calculating generalized forces acting on the mass centers of all the sections of vehicles required by train traction guidance according to the train running speed information, the target tracking speed and the tracking guidance control target;
step S5, calculating the steering angle and the wheel torque of each wheel according to the number of the wheels of each section of the vehicle so as to meet the generalized force which is required by traction guidance and acts on the mass center of each section of the vehicle, and transmitting the wheel torque and the steering angle control target to a corresponding wheel hub motor controller and a steering controller to complete traction guidance cooperative control, wherein the method specifically comprises the following steps:
step S5-1, based on (3), wheel control input U ij The generalized force acting on the mass center of the ith section of the vehicle is F COGi Which is in general with the force F at the centroid required for traction guidance of the ith section vehicle Desiredi The error of (2) is expressed as:
in the coefficient matrix Q F Taking positive definite matrix, thereby obtaining generalized force error J at mass center of ith section of vehicle i For controlling input U in relation to wheel ij Standard quadratic form of (a);
s5-2, rapidly obtaining J through quadratic programming i Obtaining the control input U of each wheel when the value is minimum ij As a control input to the train to meet the generalized force demand at the vehicle center of mass required for traction guidance;
and S5-3, transmitting the wheel control input to a corresponding hub motor controller and a steering controller to complete traction guiding control.
2. The traction guidance cooperative control method for a virtual rail train according to claim 1, wherein the step S2 specifically comprises: the target track adopts a beacon identification mode of ground marking, and environment sensing is carried out through the vehicle-mounted camera and the sensor, so that a target track curve is generated, and the relative positions of the mass centers of all vehicles in the virtual rail train and the target track are calculated.
3. The traction guidance cooperative control method for a virtual rail train according to claim 1, wherein the step S2 specifically comprises: the target track adopts a beacon identification mode of paving magnetic nails, and environment sensing is carried out through a vehicle-mounted camera and a sensor, so that a target track curve is generated, and the relative positions of the mass centers of all vehicles in the virtual rail train and the target track are calculated.
4. A traction guidance co-control method for a virtual rail train according to claim 1, wherein said step S4 comprises the sub-steps of:
step S4-1, guiding the target Y according to the speed information of the ith section of the vehicle and tracking in the formula (5) i d Based on the vehicle dynamics models in the formulas (1) and (2), the lateral force and yaw moment acting at the vehicle centroid required for the ith section of the vehicle tracking guide are calculated, expressed as:
F Gi ＝[F yi M zi ] T (6)
wherein F is yi Lateral force required for the ith section of vehicle tracking guide acting at the vehicle centroid, M zi Is yaw moment couple;
s4-2, according to the target longitudinal speed to be tracked of the mass center point of the first-node vehicleCalculating the target longitudinal speed +.>The expression is:
in the formula, v i For the lateral speed of the ith section of vehicle, gamma i For yaw rate, l hi Lambda is the longitudinal distance of the articulation center point from the vehicle centroid i Is the ith hinge rotation angle;
s4-3, according to the vehicle speed information of the ith section of vehicle, the target longitudinal speed to be trackedCalculating a desired longitudinal traction force F acting at the vehicle centroid based on a control algorithm xi ；
Step S4-4, required for tractionLongitudinal force F xi Together with the lateral force and yaw moment in equation (6) form the generalized force F required for the traction guidance of the ith joint vehicle to act at the vehicle centroid Desiredi The expression is:
F Desiredi ＝[F xi F yi M zi ] T ,i＝1,2,...,N (8)。
5. a traction guidance cooperative control system for a multi-section consist virtual rail train, the system comprising:
the data acquisition module is used for acquiring the data of the train and the target track data;
a control signal calculation module for calculating a control signal required by the generalized force acting on the mass center of each section of the vehicle required by traction guidance according to the data acquired by the data acquisition module by adopting the method of any one of claims 1 to 4;
the train controller comprises a hub motor controller and a steering controller and is used for carrying out traction guiding cooperative control according to control signals.
6. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, characterized in that the processor, when executing the program, implements the method according to any of claims 1-4.
7. A computer readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, implements the method according to any one of claims 1-4.
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| CN110036353A (en) * | 2016-10-31 | 2019-07-19 | 马涅蒂-马瑞利公司 | For the self-adaptation control method and system in the surface car of trace, especially in automatic Pilot scene |
| CN110244731A (en) * | 2019-06-19 | 2019-09-17 | 西南交通大学 | A kind of three sections marshalling virtual rail train active tracking control method |
| CN110550023A (en) * | 2019-09-02 | 2019-12-10 | 厦门理工学院 | running stability control method for pure electric multi-section articulated automobile train |
| CN112836296A (en) * | 2021-01-28 | 2021-05-25 | 西南交通大学 | Modeling method of virtual rail train space dynamics model |
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| CN110036353A (en) * | 2016-10-31 | 2019-07-19 | 马涅蒂-马瑞利公司 | For the self-adaptation control method and system in the surface car of trace, especially in automatic Pilot scene |
| CN110244731A (en) * | 2019-06-19 | 2019-09-17 | 西南交通大学 | A kind of three sections marshalling virtual rail train active tracking control method |
| CN110550023A (en) * | 2019-09-02 | 2019-12-10 | 厦门理工学院 | running stability control method for pure electric multi-section articulated automobile train |
| CN112836296A (en) * | 2021-01-28 | 2021-05-25 | 西南交通大学 | Modeling method of virtual rail train space dynamics model |
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